Train of the Future

These days, the ICE3 races across Germany on high-speed tracks at 300 kilometres per hour. The energy consumption per passenger equals less than three litres fuel per 100 kilometres. In spite of this high degree of efficiency, rail traffic is caught in a hard competition with aeroplanes and cars. Therefore, nine institutes of the German Aerospace Centre (DLR) have set themselves the goal to halve the energy consumption. Since 2008, they work on the train of the future, the Next Generation Train (NGT) with new concepts for aerodynamics, undercarriages and travelling comfort. “In the next 15 years, the amount of traffic will continue to increase significantly”, says Dr. Joachim Winter, Head of the NGT Project at the DLR Institute of Vehicle Concepts in Stuttgart. Here, rail has the chance not only to maintain its share compared to air and road, but to further expand it. In order to achieve this, the NGT project strives not only to minimise the energy consumption per passenger but also to increase the maximum allowed speed to 400 km/h. At the same time, passengers are to travel comfortably and to be able to work and read in peace, so that it is important to minimise noise and vibration. The basis for all these different goals is a cost-efficient, modular construction mode for the future trains.

The DLR researchers have already presented the first design studies: For instance, the passengers will be seated on two levels in the NGT – similar to the much slower regional trains in use today. The currently used undercarriages with fixed axles could make way for a wheel set equipped with “intelligent” mechanics and electronics. The individual wheels are then to be integrated into the coach body and driven by powerful wheel hub motors. “Most importantly, we need a consequently new aerodynamic design for the NGR”, says Winter. This task primarily challenges the team around Sigfried Loose from the DLR Institute of Aerodynamics and Flow Technology in Göttingen. With one of the most modern wind tunnels of Europe and elaborate air flow simulations, the scientists are coming close to the limits of what is possible. The goal: high dynamic stability and driving safety and minimal noise inside the train at the same time. The new Göttingen tunnel test facility will play and important role here. “As of August, we will be able to investigate real train models at 360 km/h and side wind here. So far, there is nothing like this anywhere in the world”, says aerodynamics specialist Loose. Since due to efficiency reasons, the NGT is to be consequently created using light-weight construction, it also becomes more difficult keeping it on track at high speeds. The lifting forces could become so strong in driving fast, that without appropriate measures the train would lose contact with the ground or, more precisely, with the tracks. “We can improve traction with active, adaptable spoilers, for instance”, clarifies Loose.

In spite of the condensed expert knowledge of the institutes involved in the NGT project, the DLR researchers will not be able to build the train of the future on their own. Yet their expertise as regards aerodynamics and light-weight construction, undercarriages and material wear on the wheels and even energy management is much valued by train manufacturers within the industry. “We currently have a cooperation agreement with Bombardier”, says Loose. But other manufacturers such as Siemens or Alstom can also access the DLR results. Depending on the progress of the current work and commitment on part of industry and railway companies, European high-speed trains could accelerate to 400 km/h during regular service already in the coming decade.